Donny Sailors, manager of this rural airport a mile north of Cambridge, describes the effort: “We saw a need and realized an opportunity to provide a third fuel. Additionally, we have four aircraft based at Cambridge (two experimentals) that had been asking if we could do something with 91 octane. We had no real difficulties adding mogas, other than creating policy and safeguards within our organization. We had a very good response from our avgas supplier, and have also secured a second fuel vendor that is working very close with us. We’ll be selling the fuel from a refueler we purchased used, but we also have an additional 4,000 gallon storage tank for mogas. We’re proud to be able to offer this new product to help local, area and transiting pilots save some money on fuel costs.”

Despite claims by some that airports do not have the funds to pay for additional fuel options, Cambridge, Nebraska, a Republican River town with a population of around 1,000, is doing more to lower the cost of flying than airports found near most metropolitan areas.

Congratulations, and thank you to Donny Sailors and the owners of Cambridge Municipal Airport.

You’ll find the airport on this list and map of maintained by GAfuels blogger Dean Billing.

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Comments

Ladies and gentlemen; I have no problem with “mogas” ANYWHERE; as long as it makes more cent$ than sense – frankly, from a business and not a noble perspective!
And one “mo” thing; seems to me the privately owned FBO who adds “Jet-A” based in West Podunk (fill in the state) isn’t likely to have several G-4’s, Falcons, or Lear’s racing to them anytime soon – takes more than (low) price like a “hot” CSR, professional line crew (self-serve fuel -HELLO!) and upscale amenities!

Rod – One of the most enduring questions we get is, how do I plan a cross country in my LSA that needs mogas. The most ironic one is from the VANS RV-12 builders that finish their aircraft and then complain because they didn’t know that practically no airports, especially west of the Rockies, have mogas. It is vitally important that airports across a state add mogas to make cross-country planning viable. I live in Oregon. We have one airport with mogas. VANS is in Oregon. You would think he would be the greatest proponent of mogas on airports. We have tried repeatedly to get his company to support mogas on airports to no avail so far. Hopefully VANS aircraft builders will light a fire under the company soon. I believe the airport operator in Cambridge, NE will do just fine with his mogas offering.

This is awesome, more GA airports need to do this. The old wives tales and fantasies of Auto Fuel is just that. I owned a Cessna 150 F model burned Auto gas extensively for flight training and general use never a problem ever in 14 years and almost 800 hours of flight time. We did use 100 LL on occasion whenever you left the area on trips. Lead will be leaving GA airports soon. If you are looking at an overhaul in the near future hardened seats and valves with rotators are a good idea. Peterson and EAA did extensive testing on MoGas. Try it you might actually like it. I know I do and love it, all airports should be mandated to have UL fuels available!!!

Or, maybe they see this as a means to attract more aircraft and new pilots through lower costs. They did this on their own nickel, no AIP funds from the Feds. Many rural airports add Jet-A for the same reason, although they have no turbine aircraft based there. Kudos to the wise folks in Cambridge, NE.

Agreed Kent, the thought that this may bring additional aircraft, or at least more “operations is key. Many would not think badly at all about adding jet fuel for transients based simply on the fuel sales to one airplane. The possibly lower cost and certainly lower maintenance afforded by Mogas will likely increase airport operations. This of course will affect the ranking and likelihood of AIP grant funding if the airport desires.

Good points Greg. I am always impressed by airports like Cambridge that make sounds business decisions and risk their own money instead of running to D.C. and demanding AIP funds. They generally come with strings attached and the consultants who serve as middle-men tend to drive airports towards things that make the consultants more money but are not always in the best interest of pilots.